2023 Devinci E-Troy
Wheel Size: 29” front / 27’’ rear
Travel: 150 mm rear / 160 mm or 170 mm front
Geometry Highlights:
- Sizes offered: S, M, L, XL
- Headtube angle: 63.5°
- Seat tube angle: 78.5°
- Reach: 485 mm (Size Large)
- Chainstay length: 438 mm (all sizes)
Material: Aluminum
Price: Complete bikes $6,399 to $7,999
Blister’s Measured Weight: 55.2 lbs / 25.0 kg
Test Location: Colorado
Reviewer: 6’ 170 lbs / 183 cm, 77.1 kg
Test Duration: 6 months
Intro
Devinci’s new E-Troy gets a mullet, a Canadian-made frame, and a new drive system. In other words, it’s more than a refresh; combined with revised geometry, their electrified Trail bike has gotten a complete redesign. We have one on the way for review and are excited to see how it stacks up against the current crop of full-power e-MTBs.
The Frame
The new E-Troy frame uses the same 6061-T6 aluminum as the outgoing model but now will be manufactured in Canada instead of Asia. It is a dedicated mixed-wheel-size frame, with 150 mm of rear travel paired with either a 160 or 170 mm-travel fork, with suspension kinematics that Devinci says have been optimized for e-MTB use, though the finer points of what that entails aren’t stated. The E-Troy utilizes a revised version of Devinci’s typical Split Pivot suspension design; the rocker link is in a similar position as on the outgoing bike, but the shock is now mounted vertically to the motor cradle, instead of horizontally to the top tube. Devinci hasn’t provided any suspension graphs, or numbers for that matter, so we can’t comment on the suspension details other than the obvious layout changes.
There are bottle mounts on the downtube, which also double as the range extender mount mounts (optional, sold separately). High-density rubber is used for frame protection in the usual places. Enduro double-lip sealed bearings handle the articulating suspension parts. Cables are internally routed. It utilizes SRAM’s Universal Derailleur Hanger, and will also come equipped with a chain guide.
Drive System
Devinci has decided to go with the Bosch Performance Line CX for this iteration of the E-Troy, instead of the Shimano EP8 system of the prior generation. Having spent a considerable amount of time on Shimano and Bosch systems, we can’t say we have a clear favorite — the two just have different characteristics in power delivery, with pros and cons to both.
All three models in the E-Troy lineup will come with Bosch’s 625 Wh battery. While the 625 Wh battery will most likely be adequate for most riders, it will definitely require more care to manage assist levels on longer rides. Bosch does make a 750 Wh battery, and we’ve seen other brands design the battery compartment to fit that larger one, and then utilize a spacer on the 625 Wh battery to fit the larger compartment, making an upgrade path to the larger battery possible. Although the battery is easily removable, Devinci has not taken this approach.
Now, with all that battery capacity talk, there is one bit of notable Bosch battery news, and that is the newly released Powermore 250 range extender. This is the first range extender offered by Bosch, and we speculate it probably contributed to Devinci’s battery spec decision. The range extender is water bottle sized and adds a healthy 250 Wh to the mix, and when coupled with the 625 Wh battery, capacity jumps to a massive 875 Wh.
The top-spec E-Troy LTD model comes equipped with Bosch’s integrated Smart System Top Tube Control Center. The Control Center displays basic information like assist levels and battery power, with assist levels controlled by both the Control Center and the handlebar-mounted Bluetooth remote. The E-Troy GX model does not get the integrated top tube Control Center and instead will get the more familiar handlebar-mounted Kiox display. The same goes for the E-Troy Deore build, except the Kiox display gets downgraded to a Purion one.
All three displays are part of Bosch’s Smart System integration and are compatible with Bosch’s excellent eBike flow app, which provides tons of data, allows for system customization, and can also enable a smartphone to be used as a display. Interestingly, the Kiox and Purion displays both offer more information, like battery percentage and speed for example, than the top tube Control Center — but then again the top tube display is all about the integrated minimalist design and an uncluttered handlebar.
Fit & Geometry
The new E-Troy will be available in four sizes from Small to XL, which Devinci says covers riders from 160 cm to 190 cm (5’2’’ to 6’5’’). Devinci gave the E-Troy the typical slacker head angle and steeper seat tube angle treatment, coming in at 63.5º and 78.5º respectively. However, in a reversal of the norm, the new bike didn’t get longer but instead is 5 mm shorter in reach than the previous model for sizes Large and XL — 485 mm for a size Large versus 490 mm, and 505 mm down from 510 mm for the XL. We think shortening the reach on the Large and XL puts it in a range that will appeal to more riders. Small and Mediums retain the same reach numbers. The chainstays on the new E-Troy are dramatically shorter, shrinking from 455 mm down to 438 mm. Stack height is a wee bit lower than we typically prefer, but of course, a higher rise handlebar can help with that dimension.
The stated geometry numbers are with a 160 mm travel fork; a separate chart for the LTD build with the 170 mm fork isn’t stated, but it will, of course, slacken the angles and raise the front end a touch. At 63.5º with the shorter fork the head angle is already one of the slackest in this category. Throw the short 438 mm chainstays into the mix, and we’ll be curious to see how that all adds up when it comes to handling characteristics.
The Builds
Devinci offers the E-Troy in three builds, ranging from $6,399 to $7,999. The E -Troy Deore build offers decent value, but definitely not the best we’ve seen. For comparison, a Marin Alpine Trail E2, also aluminum, is $100 less and has an XT/SLX drivetrain and a Fox 38 fork (though granted, the Marin is an exceptionally good value for the price). Given the choice, we absolutely prefer the Fox 38 over the Fox 36 for heavier eMTBs.
Moving up the range, the GX LTD and GX builds are very close to the same, with the exceptions being a 170mm-travel Fox 38 Performance Elite on the LTD (the GX build has the same fork but with 160 mm travel), and the integrated top tube Control Center. We have experience with Bosch’s integrated top tube display and really like its aesthetics and simplicity, along with the Bluetooth handlebar remote. Is it worth the $300 premium over the GX build? We think so, and for this reason, the GX LTD build gets our pick as the best of the bunch.
- Drivetrain: Shimano Deore 12 Speed
- Motor: Bosch Performance Line CX
- Battery: 625 Wh
- Fork: Fox 36 Performance (160 mm)
- Shock: Fox Float X Performance
- Brakes: Shimano MT420
- Wheels: Formula hubs with V2 Comp rims
- Dropper Post: Tranzx
- Drivetrain: SRAM GX 12 Speed
- Motor: Bosch Performance Line CX
- Battery: 625 Wh
- Fork: Fox 38 Performance Elite (160 mm)
- Shock: Fox Float X Performance Elite
- Brakes: SRAM Code R
Wheels: RaceFace Affect R30 - Dropper Post: SDG Tellis
- Drivetrain: SRAM GX 12 Speed
- Motor: Bosch Performance Line CX
- Battery: 625 Wh
- Fork: Fox 38 Performance Elite (170 mm)
- Shock: Fox Float X Performance Elite
- Brakes: SRAM Code R
- Wheels: RaceFace Affect R30
- Dropper Post: SDG Tellis
FULL REVIEW
On paper, the Devinci E-Troy is a tricky bike to get your head around. It is one of the slackest eMTBs available, but doesn’t have all that much rear wheel travel, especially compared to most bikes with such aggressive angles.And then the E-Troy gets a mixed wheel setup, a comparatively long-travel front fork, and wicked short chainstays. On top of all that, it’s bloody heavy.
With the E-Troy, I’ve learned that you have to set aside the geometry chart, don’t think about its suspension travel, and forget about the weight, because the E-Troy defies logic. No bike in recent memory, motorized or not, has left me so surprised by how completely differently it rides relative to any of my preconceived notions.
The E-Troy has been an incredibly fun bike to get to know, so let’s get into how Devinci has seemingly pulled off this magic trick.
Fit & Sizing
Simon Stewart (6’, 170 lbs / 183 cm, 77 kg): The E-Troy in the size Large is a good fit for me, which does not come as a surprise given the geometry numbers. I suspected that the 485 mm reach would feel shorter (when seated, anyway) due to the 78.5º effective seat angle, and it did, which is fine because it is also on the long side of my preferred range (475 mm – 485 mm). Part of that shorter cockpit feel is also due to the 25 mm of spacers I put under the stem to get the bars up to a comfortable position — a product of the rather low 624 mm stack height. I thought that the 485 mm of reach would give me some adjustment range with headset spacers — since it’s on the longer side of my preferred range, I figured I could comfortably space the stem up and thus shorten the effective reach a bit. But moving the stem up made more of a difference than I expected, and the seated cockpit became noticeably cramped.
When I wrote the First Look, I was a bit surprised by how low the stack is. Sure, the 170 mm fork that came on our GX LTD build raises that stack figure a bit over the builds with a 160 mm fork (which the published geometry chart is built around), but it’s still considerably lower than I like. I cover why I prefer high stack heights in our Pivot Shuttle LT review, but after experimenting with raising the stem, I quickly decided to swap in my Burgtec Ride High 38 handlebars (38 mm rise). I left one 10 mm spacer under the stem, which preserved a longer cockpit feel while bringing up the handlebar height and that combo better matches the E-Troy’s rowdy personality, at least for my preferences.
The takeaway here is, if you like a higher stack height and are in between sizes, you probably shouldn’t size down. Additionally, regardless of the stack height, I found the overall fit of the size Large to be fairly compact, and I would guess each of the other sizes probably lean that way too.
Climbing
I like steep seat tube angles because I think they improve comfort and efficiency on long climbs, of which there are plenty around here. That said, I generally find the seat tube angle to be less impactful on eMTBs — you go uphill considerably faster on an eMTB and don’t spend as much time locked into a forward climbing position. Add in a motor, and efficiency doesn’t factor in as much, either.
But there are also plenty of instances where a steep seat tube angle can have quite a positive impact on technical climbing performance on an eMTB. The E-Troy has some of the shortest chainstays we’ve seen on a full power eMTB, plus one of the slackest headtube angles — a combo that had us a wee bit concerned about how the E-Troy would climb steep terrain. That kind of front- to rear-center ratio can often result in a bike where its hard to keep the front wheel planted on steep climbs, and the handling can feel vague as the front end goes light. But, happily, the E-Troy’s 78.5º seat tube angle keeps the rider weight plenty forward, which in conjunction with the weight of the battery in the downtube, keeps the E-Troy remarkably stable in these situations — our concerns were mostly unfounded.
That was one of the bigger surprises of the E-Troy — it climbs very, very well when the trail goes straight up. The same short chainstays that can make it difficult to adequately weight the front wheel also tuck the rear wheel further under the rider’s mass, increasing traction. The Bosch motor can be customized for fast response, or it can be dialed back if conditions are particularly loose, so power delivery can be whatever you need.
Traction was never a problem with the E-Troy. Even with the motor customized for maximum power delivered in the fastest way, it has heaps of grip. As another feather in its cap, Devinci specs a Double Down casing on the Minion DHR II rear tire, allowing me to safely run lower pressures and further enhance traction.
Back to the short chainstays again: they also come in handy when it’s time to lift the heavy front end up onto ledges, boulders, or other trail obstacles. The responsive Bosch motor plays an important role here too. With just a quick stab of the pedals it provides instant power and then keeps it on for a few seconds (Extended Boost). Despite the E-Troy being one the heaviest eMTBs I’ve been on, its front end is one of the easiest to get off the ground.
Descending
So we’ve determined that the E-Troy is surprisingly impressive when it comes to climbing performance, and its geometry numbers point towards a bike that likes to go downhill. The question is, does it deliver on these expectations? The answer is a resounding yes.
Let’s start with chassis balance, an area I thought might feel off given the slack front end and short rear center. But it doesn’t — quite the opposite actually. The E-Troy feels exceptionally well balanced, preferring a neutral riding position that isn’t biased towards the front or rear, which equates to a rather large sweet spot. I think the heavy weight and low center of gravity make the E-Troy less fussy about rider position than lighter eMTBs or non-motorized bikes with similar geometry.
Between its geometry, suspension performance, and weight, the E-Troy has a very planted feel. It is hard to find the cornering limit, but when pushed close to it, the back end steps out predictably while the front stays pretty glued down. Rarely did I get the front end to push, and usually only if the trail surface was super loose.
Despite this level of poise, the E-Troy also has a playful side. I can shift my position a little forward, taking some weight off the back, and easily slash the mullet rear end around. The short chainstays also encourage manuals and long power wheelies. The more aggressively I ride the E-Troy, the more its playful personality comes out.
It’s worth noting that while the E-Troy does like to manual, it still takes a strong pull on the bars, and there are times when I struggle to get the front end up fast enough to clear something. In those instances when obstacles come up fast, having a 170 mm fork hanging off the 63º headtube is a welcome and forgiving asset. The E-Troy is one of the most composed eMTBs I’ve ridden to date when smashing into stuff.
Devinci deserves credit for the E-Troy’s rear suspension kinematics and tuning — there was a moment on just about every ride where I thought to myself, “damn this suspension is good”. The Split Pivot design does exactly what it is billed to do, staying active under acceleration and braking to provide tons of traction along with excellent small bump sensitivity. The Fox Float X rear shock doesn’t need a ton of pressure, and I settled on 190 psi which puts the sag at around 28 %. That setup gives the E-Troy a nice balance of sensitivity, crank clearance and bottom-out resistance.
I really enjoy going downhill on the E-Troy. It devours steep, chunky trails, and has a way of making high-commitment lines feel less intimidating. It can be ridden slowly on less game-on trails too, but when doing so its weight is more noticeable and its handling starts to feel a bit ponderous. The E-Troy does its best work when ridden aggressively and fast on rough terrain.
The Build
The GX LTD build we are reviewing here is the top spec build, and at $7,599 it’s a decent value. Overall, I think Devinci has made mostly good decisions with just a few parts that could use an upgrade. To be clear, none of the parts had problems, and the reason for upgrading is based purely on personal preferences.
I mentioned in the Flash Review that I wasn’t too fond of the single-click SRAM GX eMTB specific shifter. I did get used to it to some extent, but if it were my bike I would upgrade it to a shifter that does multiple shifts at a time. I understand why they spec’d it, to protect the drivetrain from novice riders grabbing a handful of gears with the motor on full boil and blowing up the chain or other components. The thing is, I just don’t see the E-Troy as an entry level eMTB, and being able to run through more gears more quickly would be welcome for more experienced folks who can practice decent shifting technique.
The 170 mm SDG Tellis seatpost could use more travel, especially considering the E-Troy’s penchant for steep, rough trails. That said, the Tellis was reliable and didn’t miss a beat, although it doesn’t return particularly quickly. One thing to note though, the E-Troy does have a slight kink in the seat tube which limits the seatpost insertion to 275 mm (size Large). That isn’t a whole lot of insertion, and depending on your seat height, it can significantly slim down the options for longer travel posts.
We covered this in the ”Fit” section, but I swapped out the stock 15 mm rise handlebars with ones that have 38 mm of rise. I would venture to say a lot of riders are going to end up doing something similar — the stock 15 mm rise bar on top of the short 624 mm stack height is very much on the low side — especially given the E-Troy’s aggressive nature.
I honestly didn’t know there was such a thing as an eMTB specific saddle, but looking at the specs, the SDG BelAir Max is clearly listed as one. The rear of the saddle features a substantially upswept tail, which SDG says “provides further comfort, control, and ultimate power from a sitting position which helps in climbs and accelerated speed found on e-MTBs”. I haven’t noticed the saddle at all, which is to say that I got along with it well. It’s nice to see Devinci pay attention to these small, yet important details.
Another build highlight has been the Raceface Aeffect R30 wheels, and to state the obvious, they haven’t exactly had an easy time — but they’ve held up very well and haven’t needed to be put in the truing stand.
One last thing: thumbs up to Devinci for spec’ing the DoubleDown casing on the Maxxis DHR II rear tire. While it feels like the obvious choice on an eMTB, we see plenty of bikes that don’t get casing selection right on these bigger eMTBs, so well played regardless.
Drive System and Range
The Pivot Shuttle AM is the last eMTB I’ve reviewed, and it has the same Bosch drive system as the E-Troy, albeit with a bigger battery. I go into detail on the durability and reliability of the Bosch Performance Line CX drive systems in that review; for more on the specifics of the Bosch Performance Line CX motor, batteries, remote, display, and eBike Flow app, check out our Orbea Wild review. But in short, the CX motor is wonderfully smooth, it produces competitive power (600 watts) and torque (85 Nm), with class leading refinement.
The E-Troy’s Bosch Performance line CX drive system, like the other instances of it that I’ve tested, has been spot-on reliable. Bosch offers a 750 Wh and 625 Wh battery for the Performance Line CX drive system, in both removable and fixed configurations. Out of the Bosch drive systems I’ve been on, the E-Troy is the only one so far that has the 625 Wh removable battery.
The removable battery has a keyed locking mechanism to release it from the frame — with that undone you simply depress a tab and the battery swings out easily. Once the battery is out, it has the same charging port on the battery casing, as well as LEDs to indicate charge level. Removable batteries have some benefits: it’s nice to bring them inside during the winter, and it’s easy to charge them if you do. Additionally, if you’re into huge rides (and the 250 Wh range extender isn’t cutting it), you could buy a second battery, and conceivably either carry it in a big pack or stash it somewhere on the route beforehand — though bear in mind they are not cheap. I know it sounds convoluted, but I have friends that successfully pull that scheme off to cover more miles.
On the topic of range, I did routinely go through most of the available electrons and return home on fumes, or under my own power. To be clear, the E-Troy is not the eMTB you want to ride without motor support — the CX motor has quite a bit of mechanical resistance un-powered, and couple that with a 55 lb bike and you feel like you’re towing a trailer.
In Turbo mode, which is the highest power setting (and also the mode I spend the majority of my time riding in), I see an average of around two hours of ride time, with about 20 miles and 2,500 to 3,000 feet of climbing. That’s not bad considering the E-Troy’s weight, but it definitely requires strategic battery management for longer rides, especially if riding with friends that have bigger batteries. If I owned the E-Troy there’s no doubt I would invest in the PowerMore range extender for an additional 250 watt hours to supplement the not massive 625 Wh standard battery.
Who’s It For?
The Devinci E-Troy is a burly, aggressive take on a longer-travel eMTB, and one that likes to be ridden hard to truly tap into its potential. But it’s not a full blown Enduro race eMTB either, and favors a playful style over outright speed — it just wants to be pushed a bit to get there.
I think riders who align with that kind of riding style will be impressed by the E-Troy’s abilities, and if they have a preference for metal bikes combined with one of the best drive systems available, the E-Troy should be top of the list.
Bottom Line
The Devinci E-Troy combines somewhat category-pushing geometry numbers with mixed wheels, a reliable drive system, and a Canadian-made frame, into an aggressive-yet-playful and deceptively fun package.
If your favorite kind of trails include rough, high commitment descents, and you like to turn around and climb back up those same descents, then the E-Troy deserves strong consideration. The E-Troy and I started off on shaky ground, but the more I rode it the more I bonded with it — it’s a bike that takes a minute to get to know, but when you spend the time, it is incredibly rewarding. The E-Troy is better balanced than the geometry chart might suggest, and it’s better than a scale would have you believe — take it for a ride and see for yourself.
Deep Dive Comparisons
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Deep Dive: Devinci E-Troy
We compare the E-Troy to the Orbea Wild, Pivot Shuttle LT, Pivot Shuttle AM, Specialized Turbo Levo, and Rocky Mountain Instinct Powerplay.
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